Fuel system for reducing fuel targeting errors and engine operating method

ABSTRACT

Operating an engine includes injecting a first charge of liquid fuel using a first set of nozzle outlets in a fuel injector, and injecting a second charge of liquid fuel using a second set of nozzle outlets in a fuel injector. The first charge is autoignited in a first engine cycle, and the second charge is autoignited in a second engine cycle, and may be used to pilot ignite a charge of gaseous fuel. Operating the engine further includes limiting errors in targeting of the second charge of liquid fuel caused by transitioning the engine from a first combination to a second combination of speed, load, and boost, by varying an injection pressure of the liquid fuel from the first engine cycle to the second engine cycle.

TECHNICAL FIELD

The present disclosure relates generally to dual outlet check fuelinjection systems and related operating strategies, and moreparticularly to apparatus and methodology for targeting of liquid fuelcharges in an engine cylinder.

BACKGROUND

Modern internal combustion engines designed to run on more than one typeof fuel are of increasing commercial interest. In the compressionignition engine context, so-called dual fuel engines may include asupply of liquid fuel, such as a diesel distillate fuel, as well as acryogenically or otherwise stored gaseous fuel. Gaseous fuels can offeradvantages such as reduced emissions of certain types and in manyinstances lower cost. Diesel fuel tends to be associated with greaterperformance in at least certain applications. Designs are known where anoperator or an engine control unit can switch between a diesel-only modeand a gaseous fuel-only mode or a blended mode.

In some instances, it can be advantageous to use a relatively small orpilot amount of diesel fuel to ignite a larger, main charge of gaseousfuel. It is typical for such dual fuel engines to employ a liquid fuelinjector positioned directly within the combustion cylinder, which isoperated to inject a pilot amount of diesel fuel when the engine is tobe operated predominantly on gaseous fuel, and to inject a larger, maininjection of liquid fuel when the engine is to be operated indiesel-only mode. While such systems have shown promise, there can becontrollability or other issues associated with attempting to operatethe fuel injector to inject relatively tiny pilot injections some of thetime, and far larger main injections at other times. U.S. Pat. No.9,638,118 to Schaller et al. is directed to a System and Method ForSupplying Natural Gas To A Dual Fuel Engine, and illustrates one knowndesign.

SUMMARY OF THE INVENTION

In one aspect, a method of operating an engine includes injecting afirst charge of liquid fuel into a cylinder in the engine using a firstset of nozzle outlets in a fuel injector, such that spray jets of thefirst charge of liquid fuel have orientations that are based at least inpart on a first spray angle of the first set of nozzle outlets. Themethod further includes autoigniting the first charge of liquid fuel ina first engine cycle. The method further includes injecting a secondcharge of liquid fuel into the cylinder using a second set of nozzleoutlets in the fuel injector, such that spray jets of the second chargeof liquid fuel have orientations that are based on a second spray angleof the second set of nozzle outlets that is different from the firstspray angle. The method still further includes autoigniting the secondcharge of liquid fuel in a second engine cycle, and transitioning theengine from a first speed, load, and boost combination in the firstengine cycle to a second speed, load, and boost combination in thesecond engine cycle. The method still further includes limiting errorsin targeting of the second charge of liquid fuel that are caused by thetransitioning of the engine at least in part by varying an injectionpressure of the liquid fuel from the first engine cycle to the secondengine cycle.

In another aspect, a method of operating an engine includes injecting amain charge of liquid fuel into a cylinder in the engine using a firstset of nozzle outlets in a fuel injector, and autoigniting the maincharge of liquid fuel in a first engine cycle. The method furtherincludes delivering a main charge of gaseous fuel into the cylinder in asecond engine cycle, and injecting a pilot charge of liquid fuel intothe cylinder using a second set of nozzle outlets in the fuel injector.The method further includes autoigniting the pilot charge of liquid fuelin the second engine cycle such that the main charge of gaseous fuel ispilot ignited, and transitioning the engine from a first speed, load,and boost combination in the first engine cycle to a second speed, load,and boost combination in the second engine cycle. The method stillfurther includes varying an injection pressure of the liquid fuel basedon the transitioning of the engine, such that the main charge of liquidfuel is targeted within the cylinder based on a first injection pressurein the first engine cycle, and the pilot charge of liquid fuel istargeted within the cylinder based on a second injection pressure in thesecond engine cycle.

In still another aspect, a fuel system for an engine includes apressurized fuel reservoir, and a fuel pressure control devicestructured to vary a fuel pressure in the pressurized fuel reservoir.The fuel system further includes a liquid fuel injector defining a firstset of nozzle outlets, and a second set of nozzle outlets, and includinga first outlet check movable to open or close the first set of nozzleoutlets to the pressurized fuel reservoir, and a second outlet checkmovable to open or close the second set of nozzle outlets to thepressurized fuel reservoir. The liquid fuel injector further includes afirst injection control valve and a second injection control valvecoupled with the first outlet check and the second outlet check,respectively. The fuel system still further includes a control systemincluding an electronic control unit coupled with each of the firstinjection control valve and the second injection control valve and withthe fuel pressure control device. The electronic control unit isstructured to command actuation of the first injection control valve toinject a first charge of liquid fuel into a cylinder in the engine usingthe first set of nozzle outlets, and to command actuation of the secondinjection control valve to inject a second charge of liquid fuel intothe cylinder in the engine using the second set of nozzle outlets. Theelectronic control unit is further structured to receive data indicativeof transitioning of the engine between a first combination of speed,load, and boost in a first engine cycle, and a second combination ofspeed, load, and boost in a second engine cycle. The electronic controlunit is still further structured to vary an injection pressure of theliquid fuel based on the data indicative of transitioning of the engine,such that the first charge of liquid fuel is targeted within thecylinder based on a first injection pressure in the first engine cycleand the second charge of liquid fuel is targeted within the cylinderbased on a second injection pressure in the second engine cycle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a partially sectioned side diagrammatic view of an internalcombustion engine system, according to one embodiment;

FIG. 2 is a sectioned side view of a fuel injector suitable for use inthe internal combustion engine system of FIG. 1;

FIG. 3 is a sectioned view through an orifice plate taken along line 3-3of FIG. 4, according to one embodiment;

FIG. 4 is a perspective view of an orifice plate, according to oneembodiment;

FIG. 5 is a sectioned view taken along line 5-5 of FIG. 4;

FIG. 6 is a sectioned view taken along line 6-6 of FIG. 4;

FIG. 7 is an enlarged sectioned view of a portion of a liquid fuelinjector, according to one embodiment;

FIG. 8 is a diagrammatic view of liquid fuel injection, and associatedapparatus at a first set of conditions;

FIG. 9 is a diagrammatic view of liquid fuel injection, and associatedapparatus at another set of conditions; and

FIG. 10 is a diagrammatic view of liquid fuel injection and associatedapparatus using a different liquid fuel injector.

DETAILED DESCRIPTION

Referring to FIG. 1, there is shown an internal combustion engine system8 (hereinafter “engine system 8”), according to one embodiment. Enginesystem 8 can include a dual fuel engine system 8 structured to operateon two different fuels, typically a liquid fuel and a gaseous fuel. Inan implementation, the liquid fuel can include diesel distillate fueland the gaseous fuel can include natural gas, methane, or otherhydrocarbon fuels or blends that are gaseous at standard temperature andpressure. Engine system 8 includes an internal combustion engine 10having a housing 12 with a plurality of combustion cylinders 14 formedtherein. Cylinders 14 can be of any number and in any suitablearrangement such as an in-line arrangement, a V-configuration, or stillanother arrangement. A piston 16 is movable within each one ofcombustion cylinders 14 to rotate a crankshaft 18 in a generallyconventional manner. Engine system 8 can further include an intakeconduit 26 structured to feed air for combustion to combustion cylinders14 by way of a turbocharger 20 including a compressor 22 and a turbine24. An aftercooler 28 is positioned downstream of compressor 22 andconveys cooled and compressed air to an intake manifold 30. A pluralityof intake runners 32 extend between intake manifold 30 and each ofcombustion cylinders 14, again in a generally conventional manner.

Engine system 8 further includes a fuel system 34 including a gaseousfuel subsystem 36 and a liquid fuel subsystem 44. Gaseous fuel subsystem36 includes a fuel supply 38 which can provide a gaseous fuel, in acryogenically stored liquid state, to vaporization and pressurizationequipment 40 by way of a pump 39. Equipment 40 can include a vaporizer,structured to transition the gaseous fuel from a liquid state to agaseous state, a pressurization pump 39 structured to pressurize thegaseous fuel for delivery to engine 10, and various other knownmonitoring and regulating components. In the illustrated embodiment, agaseous fuel admission valve 42 is coupled with each intake runner 32.In other embodiments one or more gaseous fuel admission valves 42 couldconvey gaseous fuel into intake manifold 30, or elsewhere upstream ofintake manifold 30 such as upstream of compressor 22. In still otherembodiments a gaseous fuel admission valve 42 in the nature of a gaseousfuel injector could be positioned to inject gaseous fuel directly intoeach one of combustion cylinders 14.

Liquid fuel subsystem 44 includes a liquid fuel supply 46 such as a fueltank, and can include at least one pump 39 structured to convey theliquid fuel to engine 10. In the illustrated embodiment a low-pressuretransfer pump 48 receives fuel from supply 46 and transitions the fuelto a high-pressure pump 50 that feeds a pressurized fuel reservoir 52such as a common rail. It should be appreciated that a single monolithicpressurized fuel reservoir could be used, as well as a plurality ofseparate pressure accumulators, or still another strategy such as aplurality of unit pumps. An electronic control unit 54 may be coupledwith each gaseous fuel admission valve 42, as well as a plurality ofliquid fuel injectors 56 of liquid fuel subsystem 44. Liquid fuelinjectors 56 may each be coupled with engine housing 12 and positionedso as to extend at least partially into each one of combustion cylinders14. Each liquid fuel injector 56 can include twin outlet checks, asfurther discussed herein, structured to inject liquid fuel in differentquantities, at different spray angles, for example, and for differentpurposes, including production of a pilot charge of liquid fuel forigniting a main charge of gaseous fuel, as well as injection of a maincharge of liquid fuel. Those skilled in the art will appreciate thepotential application of the twin outlet check liquid fuel injectors 56to so-called diesel-only mode operation, mixed-mode or blended-modeoperation, and still other operating strategies. As will be furtherapparent from the following description, it is contemplated thatseparate control and separate design of the twin outlet checks enablesoptimization for their different intended purposes.

Referring also now to FIG. 2, there is shown a sectioned view through aliquid fuel injector 56 of a type suitable for use in engine system 8.Fuel injector 56 includes an injector body 58 defining a high-pressureinlet passage 60 connected with a high-pressure inlet 62. Inlet 62 mayfluidly connect with reservoir/common rail 52, for example, by way of aso called quill connector in one embodiment. Injector body 58 furtherdefines a set of nozzle outlets 64, a set of nozzle outlets 66, acontrol chamber 68, and a control chamber 70 each fluidly connected tohigh-pressure inlet passage 60. Injector body 58 also defines alow-pressure space 72 that can be a low-pressure outlet or drain, ormultiple low-pressure outlets or drains, within injector body 58 or thespace outside injector body 58. Fuel injector 56 further includes afirst outlet check 74 having a closing hydraulic surface 76 exposed to afluid pressure of control chamber 68 and movable between a closedposition blocking nozzle outlets 64, and an open position. Fuel injector56 also includes a second outlet check 78 having a closing hydraulicsurface 80 exposed to a fluid pressure of control chamber 70 and movablebetween a closed position blocking nozzle outlets 66, and an openposition. Lifting outlet check 74 or outlet check 78 can fluidly connectthe corresponding nozzle outlet set 64,66 to fluid reservoir/common rail52. In the illustrated embodiment first outlet check 74 and secondoutlet check 78 are arranged side-by-side, and of nozzle outlets 64 haveat least one of a spray angle, an outlet size, or an outlet number thatis different from a spray angle, an outlet size or an outlet number ofnozzle outlets 66. Nozzle outlets 64 may define a spray angle 114, andnozzle outlets 66 may define a spray angle 116. In an implementation,spray angle 114 may be larger than spray angle 116. Spray angle 114might be about 140°, and spray angle 116 might be about 125°. Each ofspray angle 114 and spray angle 116 might be in a range from about 125°to about 145°. Example spray angles and their significance in thepresent context are further discussed below.

Fuel injector 56 further includes a first electrically actuatedinjection control valve 82 in a first control valve assembly 81.Injection control valve 82 can be a first two-way injection controlvalve, and is positioned fluidly between control chamber 68 andlow-pressure space 72. A control passage 83 extends between controlvalve assembly 81 and control chamber 68. Control valve 82 is movablebetween a closed position blocking fluid communication between controlpassage 83 and low-pressure space 72 and an open position at whichcontrol passage 83 is fluidly connected to low-pressure space 72.Control valve 82 is thus structured to connect or disconnect a total oftwo passages. Fuel injector 56 also includes a second electricallyactuated injection control valve 85 in a control valve assembly 84.Injection control valve 85 can be a second two-way injection controlvalve, and is positioned fluidly between control chamber 70 andlow-pressure space 72. A control passage 87 extends between controlchamber 70 and control valve assembly 84. Control valve assembly 84 canfunction analogously to control valve assembly 81. In the illustratedembodiment each of control valve assembly 81 and control valve assembly84 is a solenoid actuated control valve assembly structured to varybetween a deenergized state where the respective control valves 82 and85 are at their closed positions, and an energized state where controlvalves 82 and 85 move in opposition to a spring biasing force to an openposition. Certain components are shared among control valve assembly 81and control valve assembly 84, however, the present disclosure is notthereby limited. It can also be seen from FIG. 2 that control passage 83and control passage 87 extend through a number of components of injectorbody 58, and may be out of plane in the view illustrated. Each ofinjection control valve 82 and injection control valve 85 can include aball valve or a half-round, hemispheric valve structured to move intoand out of contact with a valve seat that may be flat, however, thepresent disclosure is not thereby limited. Those skilled in the art willbe familiar with the design technique of providing for flow tolow-pressure space 72 between or among the various components ininjector body 58 between injection control valve assemblies 81 and 84and low-pressure space 72 when injection control valves 82 and 85 areopened.

Injector body 58 further includes a casing 92 and a stack 94 positionedwithin casing 92. Injector body 58 also defines a common nozzle supplycavity 90 in fluid communication with high-pressure inlet passage 60.Common nozzle supply cavity 90 can be understood as part of highpressure inlet passage 60, which in turn can be understood to extendfrom high pressure inlet 62 to each of nozzle outlets 64 and nozzleoutlets 66 and is itself part of fluid reservoir/common rail 52. Nozzleoutlets 64 and nozzle outlets 66 are fluidly connected to common nozzlesupply cavity 90 at the open position of first outlet check 74 andsecond outlet check 78, respectively. Common nozzle supply cavity 90 maybe formed within stack 94, and each of first outlet check 74 and secondoutlet check 78 extends through common nozzle supply cavity 90. Stack 94also includes a tip piece 95, positioned within casing 92 and havingnozzle outlets 64 and nozzle outlets 66 formed therein. A spacer 96,which can be cylindrical in shape, is positioned to abut tip piece 95and includes a wall 99 extending circumferentially around first outletcheck 74 and second outlet check 78 so as to form common nozzle supplycavity 90. Yet another stack piece 98 is positioned at least partiallywithin casing 92, and an orifice plate 100 is sandwiched between stackpiece 98 and spacer 96. Each of first outlet check 74 and second outletcheck 78 can include opening hydraulic surfaces (not numbered) exposedto a fluid pressure of common nozzle supply cavity 90. Each of firstoutlet check 74 and second outlet check 78 is further biased closed byway of spring biasing in a generally known manner. It can also be notedthat each of first outlet check 74 and second outlet check 78 extendsthrough tip piece 95. Tip piece 95 has therein a first guide bore 102that receives first outlet check 74 and forms a first nozzle supplypassage 104 with first outlet check 74. Tip piece 95 also has therein asecond guide bore 106 that receives second outlet check 78 and forms asecond nozzle supply passage 108 with second outlet check 78. A firstM-orifice 110 is formed within tip piece 95 to limit flow through firstnozzle supply passage 104. A second M-orifice 112 is formed within tippiece 95 to limit flow through second nozzle supply passage 108.

Injector body 58 still further defines a first set of orifices 86arranged in an A-F-Z pattern among high-pressure inlet passage 60,low-pressure space 72, and first control chamber 68. An “A” orifice ispositioned fluidly between a check control chamber and an outlet to lowpressure, whereas a “Z” orifice is fluidly between incoming highpressure and a check control chamber, and an “F” orifice fluidlyconnects a high pressure supply for the Z-orifice to an outlet of theA-orifice. A second set of orifices 88 is arranged in an A-F-Z patternamong high-pressure inlet passage 60, low-pressure space 72, and secondcontrol chamber 70. Referring also now to FIGS. 3 and 4, there are shownadditional details of orifice plate 100. Orifice plate 100 includes aone-piece orifice plate body 120 defining a center axis 122 extendingbetween an upper plate body side 124 and a lower plate body side 126.Orifice plate body 120 also includes an outer peripheral edge 128extending circumferentially around center axis 122. In the illustratedembodiment, outer peripheral edge 128 includes a first linear segment130, a first arcuate segment 132, a second linear segment 134, and asecond arcuate segment 136. First and second arcuate segments 132 and136 are in an alternating arrangement with first and second linearsegments 130 and 134. Orifice plate body 120 also has a plurality ofraised sealing surfaces 138,140, and 142 including a first raisedsealing surface 138, a second raised sealing surface 140, and a thirdraised sealing surface 142. It can be seen from FIG. 4 that sealingsurface 138 and sealing surface 142 are arranged adjacent to firstarcuate segment 132 and second linear segment 134, respectively. Orificeplate body 120 also includes a recessed surface 144 positioned axiallyinward of raised sealing surfaces 138, 140, and 142. Orifice plate body120 further has a first inlet passage 146 and a second inlet passage 148extending between upper plate body side 124 and lower plate body side126, for feeding high-pressure fuel to first control chamber 68 forfirst outlet check 74 and second control chamber 70 for second outletcheck 78, respectively.

Orifice plate body 120 also includes a first outlet passage 150 and asecond outlet passage 152 extending between lower plate body side 126and upper plate body side 124, for connecting first and second controlchambers 68 and 70 to low-pressure space 72. First set of orifices 86 inorifice plate body 120 is also shown in FIG. 3 and include a firstA-orifice 154 formed in first outlet passage 150, a first Z-orifice 156formed in first inlet passage 146, and a first F-orifice 158. F-orifice158 is out of plane in FIG. 3, but described and illustrated elsewherehereinafter. Second set of orifices 88 in orifice plate body 120 is alsoshown in FIG. 3 and includes a second A-orifice 160 formed in secondoutlet passage 152, a second Z-orifice 162 formed in second inletpassage 148, and a second F-orifice 164. First and second F-orifices 158and 164 fluidly connect first and second outlet passages 150 and 152 tolower plate body side 126 to fluidly connect common nozzle supply cavity90 in fuel injector 56 to each of first and second control chambers 68and 70. Provision of F-orifices 158 and 164 assists in refilling ofcontrol chambers 68 and 70 at the end of fuel injection, as furtherdiscussed herein. It should be appreciated that F-orifices 158 and 164could connect to high-pressure inlet passage 60 by another architecture.In other words, in a practical implementation strategy F-orifices 158and 164 connect to common nozzle supply cavity 90, but could beconfigured otherwise without departing from the scope of the presentdisclosure. The various orifices described herein could also bepositioned in components of stack 94 other than orifice plate 100 inother embodiments.

It can also be noted from FIG. 4 that a first connector channel 166 isformed in upper plate body side 124 and fluidly connects first inletpassage 146 to second inlet passage 148. First connector channel 166 mayhave a C-shaped configuration, although the present disclosure is notthereby limited. A second connector channel 168 is formed in upper platebody side 124 and fluidly connects first outlet passage 150 to firstF-orifice 158. A third connector channel 170 is formed in upper platebody side 124 and fluidly connects first outlet passage 150 to secondF-orifice 164. Each of second connector channel 168 and third connectorchannel 170 may be linear in shape. It can also be noted that each offirst, second, and third connector channels 166, 168, and 170 is formedin raised sealing surface 140. The axial depth between raised sealingsurfaces 138, 140, and 142 and recessed surface 144 can provide a spacethat is connected to high pressure when fuel injector 56 is assembledfor service. First and second inlet passages 146 and 148 and first andsecond outlet passages 150 and 152 may be in an alternating arrangementbetween first and second linear segments 130 and 134 of outer peripheraledge 128.

Referring also now to FIG. 5 and FIG. 6, there are shown sectioned viewstaken along lines 5-5 and 6-6 of FIG. 4. It will also be noted that thesectioned view in FIG. 3 includes subject matter of orifice plate 100taken along line 3-3 of FIG. 4. It can be seen from FIG. 5 and FIG. 6that F-orifices 158 and 164 each extend at an angle from thecorresponding connector channel 168 and 170, relative to center axis122. It will be recalled that F-orifices 158 and 164 provide fluidconnections between outlet passages 150 and 152 and common nozzle supplycavity 90. A first fluid passage 163 extends between upper plate bodyside 124 and lower plate body side 126, and a second fluid passage 152also extends between upper plate body side 124 and lower plate body side126. First fluid passage 163 includes first F-orifice 158 and opens atlower plate body side 126, whereas second fluid passage 152 includessecond F-orifice 160 and opens at lower plate body side 126. It can alsobe noted from FIG. 35 that each of first and second A-orifices 154 and160 and each of first and second Z-orifices 156 and 162 is formedadjacent to lower plate body side 126. Each of first and secondF-orifices 156 and 158 can be formed adjacent to upper plate body side124. Sizes of each of the A, F, and Z-orifices herein may be within anorder of magnitude of one another.

Returning to FIG. 1, it will be recalled that common rail 52 is but oneof several different kinds of pressurized fuel reservoirs that might beemployed within the context of the present disclosure. A pressurizedfuel reservoir could include, for example, an accumulator fluidlyconnected with one or more individual liquid fuel injectors. Rather thanan external pressurized fuel reservoir, in some instances a cavity orvolume within an injector body could be considered a pressurized fuelreservoir. It will also be understood that varying operation of pump 50can vary fuel pressure within common rail 52. For example, pump 50 couldbe an inlet metered pump or an outlet metered pump having a meteringelement adjusted to vary a pressure of fuel in a fluidly connectedpressurized fuel reservoir such as common rail 52 in a generally knownmanner.

Engine system 8 can also include a control system 53 that includes anelectronic control unit 54. Electronic control unit 54 can include anysuitable computerized control device such as a microprocessor or amicrocontroller and is coupled with each of first injection controlvalve 82 and second injection control valve 85. Electronic control unit54 can also be coupled with pump 50 such that pump 50 can serve as afuel pressure control device, with electronic control unit 54controlling the operation of pump 50 to vary pressure in common rail 52.Additionally or alternatively a fuel pressure control device within thepresent context could include an electrically actuated pressure reliefvalve (not shown) coupled with common rail 52 or another pressurizedfuel reservoir. In one implementation, electronic control unit 54 isstructured to command actuation of injection control valve 82 orinjection control valve 85 to inject a first charge of liquid fuel intothe corresponding cylinder 14 using nozzle outlets 66 or nozzle outlets64. Electronic control unit 54 may further be structured to commandactuation of injection control valve 82 or 85 to inject a second chargeof liquid fuel into the corresponding cylinder 14 in engine 10 using thecorresponding set of nozzle outlets 64 or 66. It should be appreciatedthat the terms “first” and “second” are used herein for descriptiveconvenience, and are not intended to limit or define which of therespective nozzle outlet sets 64 and 66 is used before the other, afterthe other, or in any other limiting manner. Thus, depending upon contextor perspective, either of nozzle outlets 64 or 66 could be considered a“first” or a “second” set of nozzle outlets and either could inject the“first” or “second” charge of liquid fuel. Control system 53 alsoincludes a speed sensor 57, such as a rotation sensor, which can becoupled with crankshaft 18, or any other rotating or reciprocatingcomponent in engine system 8 having a known or determinable state thatvaries in a known or determinable way with engine speed. For instance,sensor 57 could be coupled with a part of a geartrain (not shown) ofengine 10, or potentially with transmission gears in a transmissioncoupled with engine 10, with a camshaft, a reciprocating valve lifter,et cetera. Control system 53 also may include a charge air mass flowsensor 55 within parts of engine system 8 through which air is suppliedfor combustion within cylinders 14. Those skilled in the art willappreciate that various mechanisms and strategies can be used fordetermining or estimating a load on engine 10. Charge air mass flowsensor 55 can be used for this purpose, potentially also in connectionwith temperature sensors and other known equipment used in determining,estimating, or inferring a load on engine 10.

Based on outputs or states of one or more sensors of engine system 8,electronic control unit 54 may be structured to receive data indicativeof transitioning of engine 10 between a first combination of speed,load, and boost in a first engine cycle, and a second combination ofspeed, load, and boost in a second engine cycle. The first engine cyclemight be an engine cycle immediately preceding the second engine cycle,or one or more intervening engine cycles might occur between the firstengine cycle and the second engine cycle. For that matter, the firstengine cycle could occur later in time than the second engine cycleconsistent with other uses herein of the terms “first” and “second.” Itshould further be understood that a first combination of speed, load,and boost differs from a second combination of speed, load, and boostwhere any one of engine speed, engine load, or turbocharger boostpressure differs among the respective combinations. In some instances,from one engine cycle to another engine cycle only one of speed, load,and boost might differ, whereas in other instances two of speed, load,and boost might differ, and in still other instances each of speed,load, and boost can differ. Those skilled in the art will alsoappreciate that an internal combustion engine such as engine 10 canoperate fairly dynamically, with engine speed, engine load, and boostpressure increasing, decreasing, or remaining relatively constant overtime depending upon how and the purposes for which engine 10 is beingoperated. According to the present disclosure, fuel injection pressurecan be varied to provide operational advantages as the engine operatingconditions change.

To this end, electronic control unit 54 may be further structured tovary an injection pressure of the liquid fuel based on the dataindicative of transitioning of the engine between the first and secondcombinations of speed, load, and boost, such that the first charge ofliquid fuel is targeted within the corresponding cylinder 14 based on afirst injection pressure in the first engine cycle and the second chargeof liquid fuel is targeted within the corresponding cylinder 14 based ona second injection pressure in the second engine cycle. Injection of thefirst charge of liquid fuel can occur using nozzle outlets 66 in fuelinjector 56. Based on the orientation of nozzle outlets 66, spray jetsof the first charge of liquid fuel have orientations that are based atleast in part on a first spray angle of nozzle outlets 66, in theillustrated case, spray angle 116. In typical four-cycle dieseloperation, the first charge of liquid fuel is autoignited in the firstengine cycle. The first charge of liquid fuel can further include a maincharge of liquid fuel producing an output of the engine sufficient toaccommodate 100% of a present load demand.

The second charge of liquid fuel can be injected using nozzle outlets 64in fuel injector 56. Spray jets of the second charge of liquid fuel mayhave orientations that are based, at least in part, on a second sprayangle of nozzle outlets 64 that is different from the first spray angle.In the illustrated case the second spray angle is shown as spray angle114 in FIG. 2. The second charge of liquid fuel may be autoignited inthe second engine cycle. Operation of engine 10 can also includedelivering a main charge of gaseous fuel into the corresponding cylinder14 in the second engine cycle. The second charge of liquid fuel caninclude a pilot charge of liquid fuel, with the main charge of gaseousfuel providing the energy for accommodating substantially all of thepresent load demand of engine 10. Autoigniting the second or pilotcharge of liquid fuel in the second engine cycle pilot ignites the maincharge of gaseous fuel in the second engine cycle in a generally knownmanner. Using fuel injector 56 as described herein, the first charge ofliquid fuel and the second charge of liquid fuel can be supplied tonozzle outlets 66 and nozzle outlets 64, respectively, from commonnozzle supply cavity 90.

Certain earlier designs proposed the use of both main liquid fuelinjections for a so-called diesel-only mode and pilot liquid fuelinjections for a mixed or blended (“dual fuel”) mode using the same setof nozzle outlets in a fuel injector. Limitations of this approach arisefrom compromises that may need to be made between optimizing nozzleoutlets, outlet checks, and potentially other parameters for maininjection versus optimization of such factors for pilot injection. As aresult, many dual fuel engines employing such multifunctional liquidfuel injectors are designed for the rated conditions (typically fullload) of the engine. In other words, optimization typically focuses onthe use of the fuel injector for main injections in 100% diesel-onlymode, potentially to the detriment of functionality for pilot injectionsin dual fuel mode. The present disclosure is substantially free of suchconflicting objectives for the combustion recipes in the differentmodes, including injector configuration, and enables optimization forboth diesel-only operation and dual fuel operation.

Referring also now to FIG. 7, there is shown a close-up view of aportion of fuel injector 56, illustrating side-by-side arrangement ofoutlet check 74 and outlet check 78 which are shown in closed positionsand structured to lift and return along a first check axis 61 and 75 anda second check axis 63 and 77, respectively, with axes 61 and 63 beingparallel to one another and parallel to a longitudinal axis 59 of fuelinjector 56 itself. Nozzle outlets 64 may be structured and optimizedfor pilot injection, whereas nozzle outlets 66 may be structured andoptimized for main injection. In one example configuration, nozzleoutlets 66 are straight and substantially cylindrical and are from 6 to8 in number, in one practical implementation 7 in number, and have ahole diameter 67 that is about 300 microns or 0.003 millimeters. Nozzleoutlets 66 may be arranged circumferentially about axis 63, have uniformorientations at the subject spray angle and may be evenly spaced fromone another. Nozzle outlets 64 might also be straight and substantiallycylindrical and be from 3 to 6 in number, in one practicalimplementation 5 in number, and have a hole diameter 65 that is about100 microns or 0.001 millimeters. Nozzle outlets 64 may becircumferentially and uniformly spaced about axis 61, and have uniformorientations at the subject spray angle. Also in a practicalimplementation, spray angle 116 formed by nozzle outlets 66 might beabout 130°, and spray angle 114 formed by nozzle outlets 64 might beabout 145°. Spray angle 116 could be from about 130° to about 140°, andspray angle 114 could be from about 140° to about 150°. For certainoperating schemes, such as where early pilot injections are employed,different nozzle outlet configurations and/or spray angles can beemployed, as discussed below.

As noted above, for liquid or diesel-only mode the respective nozzleoutlets can be configured for a rated or full-load diesel operationcondition. Referring also now to FIG. 8, in diesel-only operation, sprayjets of liquid fuel, in the context of the present description the firstcharge of liquid fuel, may be targeted along a surface of a combustionbowl 25 in a piston 16 within the corresponding cylinder 14. In FIG. 8piston 16 is shown, illustrating a piston top surface 17 that has amiddle or inner convex section 19, an outer rim section 23 that forms apiston rim 27, and a concave bowl section 21 extending between section19 and section 17 and forming a combustion bowl 25. A fuel spray jet isshown at 400 with an arrow indicating an approximate direction oftargeting of fuel spray jet 400 toward a target 300 approximately in themiddle or close to the lowest point of combustion bowl 25. Differentcombustion strategies and objectives might have substantially differenttargets, which could be consistent for a given engine or class ofengines, or change depending upon a presently desired or requiredoutcome. It will be understood that piston 16 is reciprocating up anddown within the corresponding cylinder 14, such that a position ofpiston 16 relative to spray jet 400 can vary with varying engine speedor varying velocity of spray jet 400 as it advances through cylinder 14.A velocity of spray jet 400 can depend upon injection pressure,including injection pressure relative to an internal pressure and/ordensity of fluid within cylinder 14. Thus, a density of fluids withincylinder 14, including air and potentially gaseous fuel and/orrecirculated exhaust gas, can affect the speed and extent of penetrationof spray jets of injected liquid fuel. It will therefore be appreciatedthat changing turbocharger boost pressure, changing engine speed, andchanging injection amount can all bear upon the manner in which fuelspray jets advance through an engine cylinder. To obtain desiredcombustion results, engineers typically target certain features withinan engine cylinder as noted above. In the illustration of FIG. 8, sprayjet 400 is targeted along surface 17, in particular along the portionsof surface 17 forming combustion bowl 25 toward target 300. It has beenobserved that for at least full-load operation it can be desirable tolimit entrainment of air into a fuel spray jet to obtain a desiredbalance between production of oxides of nitrogen, or NOx, and soot.Spray angle 116′, shown relative to a cylinder 14 centerline, may beabout 65°.

Referring also to FIG. 9, there is shown fuel injector 56 positioned inproximity to piston 16, with a fuel spray jet 410 shown directed fromnozzle outlets 64 toward a different target 310. A spray angle 114′relative to the cylinder 14 centerline may be about 72.5°. Referencenumeral 200 identifies an approximate location of a tip of spray jet410, whereas reference numeral 210 identifies an approximate location ofa tip of spray jet 410 that might be observed under other conditions. Itwill be recalled that controlling injection pressure can enabletargeting of a first charge of liquid fuel and a second fuel chargewithin cylinder 14 based upon a first injection pressure in a firstengine cycle and a second injection pressure in a second engine cycle,respectively. It is also contemplated that varying injection pressure inthe manner described herein enables limiting errors in targeting of thesecond charge of liquid fuel that are caused by transitioning of engine10 as described herein. Since changes in turbocharger boost pressure,injection amount and/or duration to accommodate different engine loads,and changes in engine speed can all affect the manner in which a sprayjet advances through a cylinder, varying injection pressure can beemployed to limit errors in targeting that might otherwise occur.

For example, in the FIG. 9 illustration it can be assumed that spray jet410 has advanced to location 200 at a given engine timing or crankangle, with a first combination of speed, load, and boost, but mighthave instead advanced to location 210 at the same engine timing with adifferent combination of speed, load, and boost. As a result, thechanged conditions from one engine cycle to another engine cycle couldcause spray jet 410 to hit piston 16 at a different and unintendedtarget 320 than the intended target 310, disrupting the desiredcombustion characteristics. For instance, instead of hitting the outerpart of combustion bowl 25, improper targeting might cause spray jet 410to hit the rim 27 of combustion bowl 25, spray the cylinder 14 liner, orotherwise follow an undesired path and/or hit a different target thanthe target intended. Of course in other instances, the rim 27 location320 could be the desired target and the undesired target be at 310.

It should thus be further appreciated that other piston design featurescould be intended to interact with injected fuel in a manner differentfrom that depicted herein. For instance, while spray jet 400 shown inFIG. 8 is targeted along a surface of combustion bowl 25, and spray jet410 is targeted above surface 17 of combustion bowl 25, in otherexamples different spray patterns and targets might be employed.Moreover, another factor impacting when or how a spray jet will contacta certain location on a piston bowl includes start of injection timing,and also potentially end of injection timing. The present disclosureprovides for injection pressure scheduling based on certain operatingparameters to target particular types or patterns of bowl interactionacross different operating points. Injection pressure scheduling canthus be exploited to improve consistency or accuracy in hitting acertain target, or to enable hitting different targets from one cycle toanother. Where boost is being varied, increasing or decreasing injectionpressure can increase or decrease spray jet penetration. In other words,where turbocharger boost varies from one engine cycle to another,varying injection pressure can compensate for a change to a density offluid within cylinder 14 that is induced by the transitioning of theengine as described herein. Limiting of errors in targeting can alsoinclude varying injection pressure so as to compensate for a change to aspeed of reciprocation of piston 16 that is induced by the transitioningof engine 10. Decreasing injection pressure can result in decreased fueljet penetration, and increased injection pressure can result inincreased fuel jet penetration as discussed herein, however, increasingor decreasing injection pressure can also result in maintaining fuel jetpenetration where other factors are also changing. For example, anincreased boost pressure could be expected to limit fuel spray jetpenetration, such that increasing injection pressure could compensatefor the increased boost pressure and maintain the same fuel jetpenetration with other factors being equal. Other combinations,variations, and extensions upon these basic principles will beenvisioned by those skilled in the art.

Referring to FIG. 10, there is shown another fuel injector 256 similaror identical in most respects to the other fuel injectors discussed andcontemplated herein, but configured for early pilot injection (either asearly pilots in diesel only mode or potentially in a dual fuel mode orstill another mode), such that a set of nozzle outlets 266 might bestructured substantially identically to nozzle outlets 66 in fuelinjector 56, but where another set of nozzle outlets 264 are structuredto have a spray angle 214 that might be narrower than a counterpartspray angle (not labeled) formed by nozzle outlets 266. Spray angle 214might be from about 60° to about 65°, with nozzle outlets 264 being 5 innumber, and having a hole diameter 65,67 of about 100 microns or 0.001millimeters. An additional objective where early pilot injections areused can be to keep liquid diesel fuel away from the liner given that inearly pilot conditions the piston 16 can be in a much lower position atthe start of injection as compared with standard injections. Spray jet420 is shown directed toward a target 330.

INDUSTRIAL APPLICABILITY

Referring to the drawings generally, it will be recalled that enginesystem 8 can be operated in multiple different modes. During adiesel-only mode outlet check 78 can be operated by way of injectioncontrol valve assembly 84 to open and close to inject a main charge ofdiesel fuel in an engine cycle. Embodiments are also contemplatedwherein both of outlet check 78 and outlet check 74 are operated by wayof control valve assembly 84 and control valve assembly 81,respectively, to cooperate in injection of a main charge of diesel fuel,provide successive injections within the same engine cycle, such aspilot injections, pre-injections, or post-injections or perform othervariations. In a typical diesel-only mode, injection control valveassembly 84 can be energized to lift injection control valve 85 from itsseat to cause a drop in pressure in control chamber 70, in turn enablingpressure acting on opening hydraulic surfaces of outlet check 78 incommon nozzle supply cavity 90 to lift outlet check 78 to open nozzleoutlets 66. When injection is to be ended, or just prior to wheninjection is to be ended, injection control valve assembly 84 isde-energized, to close injection control valve 85 and enable pressure toincrease in control chamber 70 and act upon closing hydraulic surface 80to cause outlet check 78 to close. Piston 16 moves in a conventionalfour-phase cycle to intake, compress, combust, and exhaust the mixtureof air and diesel fuel.

Operation in a dual fuel mode, where liquid fuel is used for pilotignition, occurs in a generally analogous manner, with injection controlvalve assembly 81 being energized and de-energized to vary pressurewithin control chamber 68 and cause outlet check 74 to adjust betweenits open and closed positions. Rather than a main charge of injectedliquid fuel compression igniting, in a dual fuel mode the relativelysmall pilot charge will be compression ignited, whereupon the combustionflame of the pilot charge can ignite the main charge of gaseous fueldelivered into the corresponding combustion cylinder 14. As noted above,employing twin outlet checks can enable separation of design of eachoutlet check for different purposes, namely, injection of a main chargeversus injection of a pilot charge. It will also be recalled thatcertain parameters of injection and/or design of the respective outletchecks can differ to obtain different injection amounts and differentinjection properties. A pilot charge may be injected at a relativelyshallower angle except potentially in the case of an injector configuredfor early pilots as discussed herein, whereas a main charge can beinjected at a somewhat deeper angle. It will also be recalled thatorifice sets 86 and 88 affect the nature of fuel injection, and can besized to various ends. F-orifices can be employed to slow a rate ofpressure drop in the control chambers when connected to low pressure,and can hasten the rate of pressure build at the end of injection. As aresult, the F-orifices can assist in obtaining a relatively square rateshape to an end of injection, or tailored to obtain another rate shape.Z-orifices can analogously assist in obtaining a relatively square endof injection rate shape, for example. Varying a size of a Z-orificewithin the present context tends to have a relatively larger effect onend-of-injection properties than varying the size of an F-orifice. TheM-orifices are controlled clearances around the outlet checks that actto retard the start of injection. The A-orifices also tend to affectstart of injection, assisting in controlling spilling of pressure fromthe associated control chamber.

The present description is for illustrative purposes only, and shouldnot be construed to narrow the breadth of the present disclosure in anyway. Thus, those skilled in the art will appreciate that variousmodifications might be made to the presently disclosed embodimentswithout departing from the full and fair scope and spirit of the presentdisclosure. Other aspects, features and advantages will be apparent uponan examination of the attached drawings and appended claims. As usedherein, the articles “a” and “an” are intended to include one or moreitems, and may be used interchangeably with “one or more.” Where onlyone item is intended, the term “one” or similar language is used. Also,as used herein, the terms “has,” “have,” “having,” or the like areintended to be open-ended terms. Further, the phrase “based on” isintended to mean “based, at least in part, on” unless explicitly statedotherwise.

What is claimed is:
 1. A method of operating an engine comprising:injecting a first charge of liquid fuel into a cylinder in the engineusing a first set of nozzle outlets in a fuel injector, such that sprayjets of the first charge of liquid fuel have orientations that are basedat least in part on a first spray angle of the first set of nozzleoutlets; autoigniting the first charge of liquid fuel in a first enginecycle; delivering a charge of gaseous fuel into the cylinder in thesecond engine cycle; injecting a second charge of liquid fuel into thecylinder using a second set of nozzle outlets in the fuel injector, suchthat spray jets of the second charge of liquid fuel have orientationsthat are based on a second spray angle of the second set of nozzleoutlets that is different from the first spray angle; autoigniting thesecond charge of liquid fuel in a second engine cycle including pilotigniting the charge of gaseous fuel by way of the autoignition of thesecond charge of liquid fuel; transitioning the engine from a firstspeed, load, and boost combination in the first engine cycle to a secondspeed, load, and boost combination in the second engine cycle; andlimiting errors in targeting of the second charge of liquid fuel thatare caused by the transitioning of the engine at least in part byvarying an injection pressure of the liquid fuel from the first enginecycle to the second engine cycle.
 2. The method of claim 1 furthercomprising supplying the first charge of liquid fuel and the secondcharge of liquid fuel to the first set of nozzle outlets and the secondset of nozzle outlets, respectively, from a common nozzle supply cavityin the fuel injector.
 3. The method of claim 1 wherein the first sprayangle is narrower than the second spray angle.
 4. The method of claim 3further comprising: targeting the spray jets of the first charge ofliquid fuel along a surface of a combustion bowl in a piston within thecylinder; and targeting the spray jets of the second charge of liquidfuel above the surface of the combustion bowl in the piston.
 5. Themethod of claim 1 wherein the varying of the injection pressure includesvarying a pressure of fuel within a common rail.
 6. The method of claim5 wherein the limiting of errors further includes varying the injectionpressure so as to compensate for a change to a density of fluid withinthe cylinder that is induced by the transitioning of the engine.
 7. Themethod of claim 5 wherein the limiting of errors further includesvarying the injection pressure so as to compensate for a change to aspeed of reciprocation of a piston within the cylinder that is inducedby the transitioning of the engine.
 8. A method of operating an enginecomprising: injecting a main charge of liquid fuel into a cylinder inthe engine using a first set of nozzle outlets in a fuel injector;autoigniting the main charge of liquid fuel in a first engine cycle;delivering a main charge of gaseous fuel into the cylinder in a secondengine cycle; injecting a pilot charge of liquid fuel into the cylinderusing a second set of nozzle outlets in the fuel injector; autoignitingthe pilot charge of liquid fuel in the second engine cycle such that themain charge of gaseous fuel is pilot ignited; transitioning the enginefrom a first speed, load, and boost combination in the first enginecycle to a second speed, load, and boost combination in the secondengine cycle; and varying an injection pressure of the liquid fuel basedon the transitioning of the engine, such that the main charge of liquidfuel is targeted within the cylinder based on a first injection pressurein the first engine cycle and the pilot charge of liquid fuel istargeted within the cylinder based on a second injection pressure in thesecond engine cycle.
 9. The method of claim 8 wherein the varying of theinjection pressure further includes varying a fuel pressure in a commonrail.
 10. The method of claim 9 wherein the varying of the injectionpressure further includes compensating for a change to a density offluid within the cylinder induced by the transitioning of the engine.11. The method of claim 9 further comprising supplying the first chargeof liquid fuel and the second charge of liquid fuel to the first set ofnozzle outlets and the second set of nozzle outlets, respectively, froma common nozzle supply cavity in the fuel injector.
 12. The method ofclaim 11 wherein: the delivering of the first charge of liquid fuelfurther includes lifting a first outlet check in the fuel injector; andthe delivering of the second charge of liquid fuel further includeslifting a second outlet check in the fuel injector arranged side-by-sidewith the first outlet check.
 13. The method of claim 12 wherein thefirst set of nozzle outlets have a greater total flow area and areoriented at a narrower spray angle, and the second set of nozzle outletshave a lesser total flow area and are oriented at a wider spray angle.